US4462279A - 1-2 Shift valve for an automatic transmission - Google Patents

1-2 Shift valve for an automatic transmission Download PDF

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Publication number
US4462279A
US4462279A US06/339,808 US33980882A US4462279A US 4462279 A US4462279 A US 4462279A US 33980882 A US33980882 A US 33980882A US 4462279 A US4462279 A US 4462279A
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Prior art keywords
spool
pressure
shift valve
land
valve
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Koji Sumiya
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Aisin AW Co Ltd
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Aisin AW Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
    • F16H61/0265—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
    • F16H61/0267—Layout of hydraulic control circuits, e.g. arrangement of valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F16H59/20—Kickdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed

Definitions

  • This invention relates generally to a vehicle automatic transmission and more particularly to a 1-2 shift valve operating in response to a governor pressure counteracting a throttle pressure, and in response to a detent pressure used in a kick-down operation.
  • detent pressure, throttle pressure and governor pressure are each applied through different passages.
  • Throttle pressure is applied by way of a ball check valve and changeover between application of the throttle pressure and the detent pressure is effected by the ball of the check valve.
  • the performance of the check ball is not sufficiently reliable and adequate sealing of the valve is not achieved.
  • the construction of the conventional 1-2 shift valve is costly.
  • the spool of the conventional 1-2 shift valve is difficult to fabricate, has an unavoidably high material cost, and is likely to slide irregularly once assembled because it comprises a single element having a plurality of lands of different areas.
  • each spool component having lands of the same areas as the one piece spool, only the fabricating procedure, cost and reliability of operation are improved.
  • the contours of each component spool are not bilateral along the axis of the spool, that is, symmetrical end for end, and this is likely to cause faulty assembly resulting in a malfunction of the valve.
  • a 1-2 shift valve for an automatic transmission of a vehicle especially suitable for reliable operation and for simplified fabrication and assembly procedures.
  • the shift valve operates in response to a governor pressure counteracting a throttle pressure and in response to a detent pressure used in a kickdown operation.
  • the valve is capable of shifting up from a first speed range to a second speed range as well as shifting down from second speed to the first speed under control of the shift valve.
  • the 1-2 shift valve for an automatic transmission comprises a spool having a pressure bearing surface adapted to receive either the throttle pressure or the detent pressure. In the first speed position, the spool closes off the detent line pressure and receives the throttle pressure on the pressure bearing surface.
  • the spool closes off the throttle pressure line and receives the detent pressure on the pressure bearing surface.
  • the governor pressure corresponding to vehicle speed and the throttle pressure corresponding to a spring force and a throttle opening are applied to the spool in opposition so that the spool is moved in accordance with a relationship between the governor pressure, spring force and throttle pressure.
  • Another object of this invention is to provide an improved 1-2 shift valve for an automatic transmission for a vehicle including at least two spool elements, each spool element being symmetrical end for end along its longitudinal axis.
  • a further object of this invention is to provide an improved 1-2 shift valve for an automatic transmission for a vehicle which is produced at reduced cost and provides reliable performance.
  • FIG. 1 is a sectional view through the longitudinal axis of a 1-2 shift valve for an automatic transmission of the prior art
  • FIG. 2 is a schematic diagram of a power transmitting mechanism of an automatic transmission
  • FIG. 3 is a circuit diagram of a hydraulic control system using the 1-2 shift valve for an automatic transmission in accordance with the invention.
  • FIG. 4 is a view similar to FIG. 1 of the 1-2 shift valve for an automatic transmission in accordance with the invention.
  • This invention relates to the improvement of a 1-2 shift valve used in the hydraulic control circuit of an automatic transmission.
  • the 1-2 shift valve of the invention is capable of selecting the first speed in a down-shift state and selecting a second speed in an up-shift state.
  • the 1-2 shift valve comprises a housing, that is, valve body, and a spool slidably fitted in the housing. With the spool positioned at the down-shift position, a governor pressure corresponding to the vehicle speed and a throttle pressure corresponding to a spring force and a throttle opening are applied oppositely to the spool so that the spool is moved in accordance with a relationship between the governor pressure, the spring force and the throttle pressure.
  • the governor pressure and spring force, or the spring force and a detent pressure that is, a kick-down signal pressure, are applied oppositely to the spool so that the spool moves correspondingly.
  • application in the transmission of oil pressure to a frictional engagement element for providing the second speed is interrupted to select the first speed.
  • oil pressure is applied in the transmission to the frictional engagement element for providing the second speed so that the second speed is selected.
  • FIG. 1 illustrates a 1-2 shift valve 500 of the prior art in which a detent pressure is applied to a passage 411 while at the same time the throttle pressure is applied to a passage 409. Also, the governor pressure is applied to a passage 410. With the spool positioned at its down position as shown by the left half of the drawing (FIG. 1), the throttle pressure is applied to a ball check valve 510 through the passage 409 such that the passage 411 is shut off by the ball. Thereby, the throttle pressure is applied to a port 501.
  • FIG. 1 Note that the spool in FIG. 1 is illustrated split along the longitudinal axis so that its position is shown on one side of the center line for the down-shift state and on the other side of the center line for the up-shift state.
  • the conventional 1-2 shift valve for an automatic transmission employs a check ball valve in changing over between the application to the shift valve of the throttle pressure and the detent pressure.
  • functioning of the ball check valve is not adequately reliable and sufficient sealing of the valve cannot be achieved.
  • the prior art 1-2 shift valve is costly.
  • the spool of the prior art 1-2 shift valve is difficult to fabricate, has unavoidably higher material costs, and the spool is likely to slide irregularly in the housing because it is comprised of a single element having a large plurality of lands of many different areas.
  • each component of the spool has opposite ends which differ in dimensions from each other.
  • FIG. 2 is a schematic illustration of an exemplary planetary gear of a hydraulic 3-speed automatic transmission.
  • the automatic transmission comprises a torque converter 1 and a change gear apparatus 2.
  • the torque converter 1 is of a known type comprising a pump impeller 3, a turbine 4 and a stator 5.
  • the pump impeller 3 is connected to the engine crank shaft 6 while the turbine 4 is connected to a turbine shaft 7.
  • the turbine shaft functions as the output shaft of the torque converter 1 as well as the input shaft of the change gear apparatus 2, which is of a planetary gear type having three forward speed ranges and a single reverse speed range.
  • a multiple disc clutch 9 is interposed between the turbine shaft 7 and an intermediate shaft 8.
  • a multiple-disc clutch 11 is interposed between the turbine shaft 7 and sun gear shaft 10.
  • Two sets of planetary gear mechanisms are comprised of a sun gear 16 mounted on the sun gear shaft 10, a carrier 17, a planetary pinion 18 carried on the carrier 17, a ring gear 19 engaging with the pinion 18, another carrier 20, a planetary pinion 21 carried on the carrier 20 and a ring gear 22 engaging with the pinion 21.
  • the ring gear 19 of one of the planetary gear mechanisms connects to the intermediate shaft 8
  • the carrier 17 of the planetary gear mechanism connects to the ring gear of the other planetary gear mechanism.
  • the carrier 17 and the ring gear 22 are connected to an output shaft 23.
  • a multiple-disc brake 24 and a one-way clutch 25 are between the carrier 20 of the other planetary gear mechanism and the transmission casing 12.
  • the hydraulic automatic transmission (FIG. 2) performs automatic shifting operations for three forward speeds and one reverse speed through the engagement and releasing of the respective clutches and brakes according to vehicle speed and engine output by means of a hydraulic control circuit which is described in further detail hereinafter.
  • Table 1 shows the operating condition of the clutches and the brakes relative to the position of a change gear.
  • symbols “o” indicate that the clutches or the brakes are in an engaged state.
  • An “x” indicates that the clutches or the brakes are in a released state.
  • CL indicates a clutch;
  • BR indicates a brake and
  • OC indicates a one-way clutch.
  • LK indicates that the one-way clutches are in a locked state, and "OR” indicates the one-way clutches are in an over-running state.
  • FIG. 3 a hydraulic circuit of a hydraulic control system including a 1-2 shift valve in accordance with the invention is shown.
  • the hydraulic control system performs automatic or manual shifting operations through the selective operation of the clutches 9,11 and brakes 13,15,24.
  • the hydraulic control circuit comprises an oil reservoir 100, oil pump 101, a primary regulator valve 110, secondary regulator valve 120, manual selector valve 130, a 1-2 shift valve 140 in accordance with the invention, a 2-3 shift valve 150, and a throttle valve 160.
  • the hydraulic control circuit also includes a down-shift plug 170, detent regulator valve 180, cutback valve 190, governor valve 200, governor modulator valve 210, and an intermediate shift valve 220. Also included in the hydraulic control circuit are an intermediate modulator valve 230, low coast shift valve 240, reverse clutch sequence valve 250, reverse brake sequence valve 260, low modulator valve 270, and pressure relief valve 280.
  • the hydraulic control circuit includes a cooler by-pass valve 290, check valve 300, flow control valves 310,320,330,340 with check valves, and an accumulator 350 for allowing smooth engagement of the clutch 9, an accumulator 360 for allowing smooth engagement of the clutch 11, and accumulator 370 for allowing smooth engagement of the brake 15, and a plurality of passages connecting the valves in the respective hydraulic servomechanisms 9A,11A,11B,13A,15A,24B of the clutches and brakes.
  • the working fluid pumped up from the oil reservoir 100 by the oil pump 101 is adjusted to a selected line pressure by the primary regulator valve 110.
  • the working fluid at the regulator pressure is then supplied to the passage 102.
  • the excess of working fluid at the primary regulator valve 110 is input to the secondary regulator valve 120 through the passage 103 and in the regulator valve 120 the pressure is regulated in accordance with the throttle pressure.
  • the throttle pressure is regulated by the throttle valve 160 and applied to the second regulator valve 120 through the passage 104 to provide a predetermined torque converter pressure, lubricating pressure and cooler pressure.
  • the manual selector valve 130 connected to the passage 102, is interlocked with a shift lever, not shown, so that the manual selector valve 130 is controlled to the P,R,N,D, 2 or L position corresponding to selective manual operation of the shift lever in the conventional manner.
  • the manual selector valve 130 introduces line pressure from the passage 102 to the passages 105,106,107,108 selectively as shown in Table 2, corresponding to the shifted position of the shift lever.
  • N is the neutral position
  • D is the forward four-speed automatic transmission range
  • 2 is the forward first and second speed automatic transmission range
  • L is the forward low speed locked range
  • R is the reverse speed range.
  • the 1-2 shift valve 140 of the present invention is provided with spools 141,142.
  • a compression spring 143 is positioned between the spool 242 of the low coast shift valve 240 and the spool 142.
  • the 1-2 shift valve 140 is controlled by the throttle pressure applied by the throttle valve 160 through the passage 409, governor pressure applied by the governor valve 200 through the passage 410, detent pressure applied through the passages 411,431 by the down shift plug 170 and modulator pressure applied via the passage 107, modulator valve 270 and the passage 412.
  • the 1-2 shift valve 140 controls communication of the passage 105 with the passage 413 connected to the 2-3 shift valve.
  • the 1-2 shift valve 140 also controls communication of the passage 105 with a passage 415 connected with the hydraulic servomechanism 15A through the flow control valve 330 and a passage 414.
  • the 1-2 shift valve 140 also controls communication of the passage 108 with a passage 416 connected to the hydraulic servomechanism 24A through the reverse brake sequence valve 260, and the communication passage 412 with the passage 416 through an orifice 430.
  • the 1-2 shift valve 140 also controls communication of a passage 418 with a passage 419 connected with the hydraulic servomechanism 13A.
  • the passage 418 connects to the passage 106 through the intermediate modulator valve 230 to which the working fluid is applied via the passage 106.
  • the 2-3 shift valve 150 is provided with a spool 152 and a compression spring 151 disposed between the spool 152 and a spool 221 of the intermediate shift valve 220.
  • the 2-3 shift valve 150 is controlled by throttle pressure applied through a passage 409, detent pressure applied through the passage 411, governor pressure applied through the passage 410, and line pressure applied through the passage 106.
  • the 2-3 shift valve 150 is adapted to control communications of the passage 106 with a passage 417 and the passage 413 with a passage 420 connected to the hydraulic servomechanism 11A.
  • the throttle valve 160 is provided with a spool 171 of the down-shift plug 170, interlocked with the accelerator pedal (not shown) and a spool 162 joined at one end thereof to the spool 171 through a spring 172, and provided with a spring 161 behind the other end thereof.
  • the line pressure of the passage 102 is controlled corresponding to the movement of the spool 162 and is applied to the passage 409 and 104 as the throttle pressure.
  • the communication of the passage 411 with a passage 421 connected to the passage 102 through the detent regulator valve 180, is controlled by the movement of the spool 171.
  • the cutback pressure of the cutback valve 190 is applied to the spool 162 through a passage 422 so as to reduce the throttle pressure, whereby unnecessary power consumption by the oil pump 101 is prevented.
  • the cutback valve 190 is controlled by the governor pressure applied to the governor modulator valve 210 via passages 423,424 to generate the cutback pressure in the passage 422.
  • the governor valve 200 is mounted on the output shaft 23 and is adapted to control the line pressure applied through the passage 105 so as to generate the governor pressure which increases with an increase in the rotational speed of the output shaft.
  • the governor pressure is applied to the passages 410,423.
  • the detent regulator valve 180 includes a spool 182 urged by a spring 181 from behind one end thereof, and is adapted to regulate the line pressure to generate the detent pressure which is applied to the down-shift plug 170 through the passage 421.
  • the low modulator valve 270 includes a spool 272 biased by a spring 271 from behind one end thereof, and is adapted to regulate the line pressure applied through the passage 107 to apply a modulated pressure to the low coast shift valve 240 through the passage 412.
  • the reverse brake sequence valve 260 includes a spool 262 biased by a spring 261 from behind one end thereof, and is adapted to apply the pressure applied to the passage 416 by the low coast shift valve 240 first to the hydraulic servomechanism 24B and further to the hydraulic servomechanism 24A after the pressure in the passage 416 is increased.
  • the reverse clutch sequence valve 250 includes a spool 252 biased by a spring 251 from behind one end thereof, and is adapted to be controlled by the pressure applied by the 2-3 shift valve through the passage 420 and the line pressure applied through the passage 108 so as to delay operation of the hydraulic servomechanism 11B relative to the operation of the hydraulic servomechanism 11A in the reverse running mode.
  • the intermediate modulator valve 230 includes a spool 232 biased by a spring 231 from behind one end thereof, and is adapted to regulate the line pressure applied from the passage 106 via the intermediate shift valve 220 and the passage 417 and to apply the regulated pressure to the 1-2 shift valve 140 through the passage 418.
  • the governor modulator valve 210 includes a spool 212 biased by a spring 211 from behind one end thereof, and is adapted to adjust the governor pressure applied by the governor valve 200 to a predetermined pressure level, and to apply the pressure to the cutback valve 190.
  • pressurized oil is applied to the passage 102 by operation of the oil pump 101.
  • the primary regulator valve 110 generates line pressure in the passage 102.
  • a portion of the pressurized and regulated oil is applied to the torque converter 1 and lubricating parts after the pressure thereof is regulated by the secondary regulator valve 120.
  • the line pressure is applied only to the accumulators 350,360,370 and to the throttle valve 160 and the detent regulator valve 180.
  • the hydraulic servomechanisms 9A,11A,11B,13A,15A,24A and 24B remain idle because line pressure is not applied to the passages 105-108.
  • the spool of the down-shift plug 170 is shifted upward to apply the detent pressure in the passage 421 to the 2-3 shift valve 150 via the passage 411.
  • the throttle pressure corresponding to the stroke of operation of the accelerator pedal is applied to the 2-3 shift valve 150 via the passage 409. Consequently, the spool 152 of the 2-3 shift valve 150 moves downward against the governor pressure applied to the 2-3 shift valve 150 via the passage 410 so that the passage 420 is shut off from the passage 413.
  • the passage 420 communicates with the passage 108.
  • pressurized oil in the hydraulic servomechanism llA is drained through the drain port 131 of the manual selector valve 130 via the passage 420 and the passage 108, so that the clutch 11 is disengaged and the automatic transmission shifts from the third speed to the second speed.
  • the spool of the down-shift plug 170 is shifted upward and detent pressure in the passage 421 is applied to the 1-2 shift valve 140 via the passage 411 while the throttle pressure, corresponding to the operational stroke of the accelerator pedal, is applied to the passage 409 which is shut off by the spool 142 of the 1-2 shift valve 140.
  • the spools 141,142 of the 1-2 shift valve 140 are first moved downward by the detent pressure against the governor pressure applied through the passage 410, and then, later the throttle pressure in the passage 409 is applied so that the spools 141,142 are shifted to the lower position, (as shown in FIG. 3) whereby the passage 415 is shut off from the passage 105 and pressurized oil in the hydraulic servomechanism 15A is drained from the drain port of the 1-2 shift valve 140 via the passage 414, the flow control valve 330 with check valve and the passage 415, releasing the brake 15 so that the automatic transmission shifts from the second speed to the first speed.
  • line pressure from the passage 102 is applied to the passage 105,106.
  • Line pressure of the passage 106 is applied to the intermediate shift valve 220 to fix the spool 221 at the lower position (FIG. 3) such that the passage 106 communicates with the passage 417 and line pressure is applied to the intermediate modulator valve 230, where line pressure is regulated and supplied to the 1-2 shift valve 140 via the passage 418.
  • the manner of application of pressures to the circuit in the first speed running mode is the same as that in the D-range running mode, wherein flow of the working fluid from the intermediate modulator valve 230 is shut off by the spool 141 of the 1-2 shift valve 140.
  • the automatic transmission does not shift to the third speed running mode because the spool 152 of the 2-3 shift valve 150 and the spool 221 of the intermediate shift valve 220 are biased at the respective lower positions by the line pressure of the passage 106. Accordingly, when the shift lever is positioned at the 2-position, the automatic transmission shifts between the first speed range and the second speed range, and the kickdown operation of the automatic transmission from the second speed range to the first speed range also can be attained in the manner as described above.
  • line pressure of the passage 102 is applied to the passages 105,106,107.
  • Line pressure applied to the passage 107 is regulated by the low modulator valve 270, and then is applied to the low coast shift valve 240 via the passage 412 to fix the spool 242 and the spools 141,142 of the 1-2 shift valve 140 at their respective lower positions.
  • pressure regulated by the low modulator valve 270 is applied to the hydraulic servomechanism 24B via the passage 416. Consequently, the clutch 9 and the brake 24 engage so that the automatic transmission shifts into the first speed range in which engine braking is available.
  • the automatic transmission is not shifted into the second speed range because the spools 141,142 of the 1-2 shift valve 140 are fixed at their respective lower positions.
  • the 1-2 shift valve 140 for an automatic transmission in accordance with the invention comprises a housing 600, spools 141,142, and the spool 242 of the low coast shift valve 240.
  • the spools 141,142,242 are fitted slidably in the housing 600, coaxially and in tandem, and a spring 143 is disposed between the spools 142 and 242.
  • lands 141a,141b,141c,141d of the same diameter are formed on the spool 141.
  • Protruding walls 141e,141f corresponding to the land 141a, a protruding wall 141g, corresponding to the land 141b, protruding walls 141h and 141i corresponding to the land 141c, and a protruding wall 141j corresponding to the land 141d are formed in the housing 600.
  • the land 141a comes in contact with the protruding wall 141e.
  • the land 141a comes in contact with the protruding wall 141f.
  • the land 141b is in contact with the protruding wall 141g continuously regardless of the position of the spool 141.
  • the land 141c comes in contact with the protruding wall 141h.
  • Ports 141k,141l,141m,141n,141o and 141p are formed on the housing 600 between the protruding walls 141a and 141f, 141f and 141g, 141g and 141h, 141h and 141i, 141i and 141j, and below the protruding wall 141j, respectively.
  • lands 142a and 142b On the spool 142 are formed two lands 142a and 142b of the same diameter and smaller than the diameter of the lands of the spool 141. Protruding walls 142c,142d and 142e corresponding to the land 142a, and a protruding wall 142f corresponding to the land 142b are formed in the housing 600.
  • the land 142a comes in contact with the protruding wall 142c while the land 142a is in continuous contact with the protruding wall 142d regardless of the position of the spool 142.
  • the land 142a comes in contact with the protruding wall 142e when the spool 142 is at the down-shift position as shown on the left side of the drawing (FIG. 4).
  • the land 142b is in contact continuously with the protruding wall 142f regardless of the position of the spool 142.
  • Ports 142g,142h,142i, and 142j are formed in the housing 600 between the protruding walls 142c and 142d, 142d and 142e, 142e and 142f, and 142f and 141e, respectively.
  • lands 242a,242b and 242c On the spool 242 are formed lands 242a,242b and 242c of successively reduced diameters. Protruding walls 242d,242e and 242f corresponding to the land 242a, protruding walls 242g,242h and 242i corresponding to the land 242b, and a protruding wall 242j corresponding to the land 242c are formed in the housing 600.
  • the land 242a comes in contact with the protruding wall 242d.
  • the land 242a is in contact continuously with the protruding wall 242e regardless of the position of the spool 242.
  • the land 242a comes in contact with the protruding wall 242f when the spool 242 is at the down-shift position shown in the left half of FIG. 4.
  • the land 242b comes in contact with the protruding wall 242g when the spool 242 is at the up-shift position shown in the right half of FIG. 4.
  • the land 242b is in continuous contact with the protruding wall 242h regardless of the position of the spool 242.
  • the land 242b comes in contact with the protruding wall 242i when the spool 242 is at the down-shift position shown at the left side of FIG. 4.
  • the land 242c is in contact with the protruding wall 242j continuously regardless of the position of the spool 242.
  • Ports 242k,242l,242m,242n,242o,242p and 242q are formed on the housing 600, respectively, above the protruding wall 242d, between the protruding walls 242d and 242e, 242e and 242f, 242g and 242h, 242h and 242i, 242i and 242j, and 242j and 142c.
  • the spool 141 takes a bilateral form along its axial direction because a protrusion 612 is provided on a plug 610 in the housing 600, and no protrusion is formed on the end of the spool 141.
  • the spool 141 is symmetrical end for end and can be inserted in the lower housing opening between the protrusion 141j with either end of the spool 141 entering first. Thereby faulty assembly of the valve is prevented with regard to the spool 141.
  • Spool 142 also takes a bilateral form along its axial direction, that is, it is also symmetrical end for end. The spool 142 can also be inserted within the housing with either end first for this reason.
  • the spool 141 is of larger diameter at the lands than is the spool 142.
  • the spool 242 is markedly different from the other spools 141, 142, in that it has lands of decreasing diameter.
  • the three spools 141,142,242 are readily identified on assembly and cannot be mistakenly placed in tandem in the housing 600.
  • Passages 412, 416, 108, 409, 411, 413, and 415, 105, 419, 418, and 410 are connected to the ports 242k and 242m, 242l, and 242o, 242p, 142g, 142i, 141k, 141k, 141l, 141n, 141o, and 141p, respectively.
  • Ports 242n, 142j and 141m are drain ports.
  • the governor pressure and the throttle pressure are applied to the ports 141p and 142g, respectively.
  • the governor pressure is applied to the land 141d so as to urge the spool 141 upward (FIG. 4).
  • the throttle pressure is applied to the lands 242c and 142a urging the spool 242 upward and the spools 141 and 142 downward.
  • the spools 141 and 142 are shifted to the respective lower positions by the throttle pressure and the force of the spring 143 operating against the governor pressure so that the passage 415 is shut off from the passage 105.
  • the detent pressure is not applied to the spool 142 since the ports 142i and 142h are separated by the land 142a.
  • the port 142g to which the throttle pressure is applied is closed by the spool 142.
  • the port 142i to which the detent pressure is applied connects with the port 142h. Accordingly, when the accelerator pedal is pressed rapidly, the detent pressure in the port 142i is applied to the land 142a by way of the port 142h, passage 431 and port 242q. The force produced by the detent pressure overcomes the counterforce produced by the governor pressure so that the spools 141 and 142 are shifted to and located at the respective lower positions (FIG. 4), thus, attaining a kickdown operation of the automatic transmission to the first speed range.
  • the control circuit When the manual selector valve 130 is positioned at the 2-postion, the control circuit operates in the manner similar to that of operation when the manual selector valve 130 is positioned at the D-position. However, the modulator pressure applied to the port 141o is applied to the port 141n when the spool 141 is shifted to its upper position so that the pressurized oil is supplied to the hydraulic servomechanism 13A causing the brake 13 to engage. Consequently, the automatic transmission shifts into the second speed range in which engine braking is available.
  • modulated pressure is applied to the ports 242k and 242m and the pressure acts on the land 242b of the spool 242 so that the spool 242 shifts downwardly.
  • the modulated pressure is applied to the land 242a after the port 242m is shut off so that the spool 242 is fixed at its lower position.
  • the port 242l opens and the modulated pressure is applied to the hydraulic servomechanism 24B via the passage 416. Thereby, the brake 24 is engaged so that the automatic transmission is shifted into the first-speed range in which engine braking is available.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
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US06/339,808 1981-01-19 1982-01-15 1-2 Shift valve for an automatic transmission Expired - Lifetime US4462279A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP56-6846 1981-01-19
JP56006846A JPS57120751A (en) 1981-01-19 1981-01-19 1-2 shift valve for automatic speed change gear

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US4462279A true US4462279A (en) 1984-07-31

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US06/339,808 Expired - Lifetime US4462279A (en) 1981-01-19 1982-01-15 1-2 Shift valve for an automatic transmission

Country Status (2)

Country Link
US (1) US4462279A (enExample)
JP (1) JPS57120751A (enExample)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4611285A (en) * 1984-04-05 1986-09-09 Ford Motor Company Method of controlling automatic transmission shift pressure
US4628772A (en) * 1984-09-13 1986-12-16 Honda Giken Kogyo Kabushiki Kaisha Back-up device for an electronic control system of an automatic transmission
US5429560A (en) * 1993-06-28 1995-07-04 Ford Motor Company Valve and hydraulic system for operating a friction element of an automatic transmission
US5921887A (en) * 1996-06-20 1999-07-13 Hyundai Motor Company Hydraulic control system of an automatic transmission
US6079288A (en) * 1999-04-01 2000-06-27 Daimlerchrylser Corporation Gear arrangement and method for selecting gears of an automatic transmission

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1030466A (en) * 1911-01-03 1912-06-25 Sullivan Machinery Co Valve.
US2857780A (en) * 1955-06-21 1958-10-28 Chrysler Corp Transmission kickdown control mechanism
US3611838A (en) * 1970-02-24 1971-10-12 Gen Motors Corp Hydraulic control for nonsynchronous shifting hydromechanical transmission
US3774629A (en) * 1970-12-18 1973-11-27 Nissan Motor Kickdown unit for an automotive automatic power transmission
US3949627A (en) * 1973-04-25 1976-04-13 Aisin Seiki Kabushiki Kaisha Fluid pressure control system for automatic fluid transmissions
US3951011A (en) * 1974-08-30 1976-04-20 Borg-Warner Corporation Hydraulic control mechanism for planetary transmission
US4139015A (en) * 1975-09-25 1979-02-13 Toyota Jidosha Kogyo Kabushiki Kaisha Hydraulic pressure control device for use in automatic transmission
US4161895A (en) * 1976-09-13 1979-07-24 Toyota Jidosha Kogyo Kabushiki Kaisha Hydraulic control system for automatic transmission
US4296651A (en) * 1978-09-05 1981-10-27 Nissan Motor Company, Limited Automatic power transmission shift valve

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5644307B2 (enExample) * 1974-03-02 1981-10-19
JPS5174168A (en) * 1974-12-23 1976-06-26 Toyota Motor Co Ltd Jidohensokukino yuatsuseigyosochi

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1030466A (en) * 1911-01-03 1912-06-25 Sullivan Machinery Co Valve.
US2857780A (en) * 1955-06-21 1958-10-28 Chrysler Corp Transmission kickdown control mechanism
US3611838A (en) * 1970-02-24 1971-10-12 Gen Motors Corp Hydraulic control for nonsynchronous shifting hydromechanical transmission
US3774629A (en) * 1970-12-18 1973-11-27 Nissan Motor Kickdown unit for an automotive automatic power transmission
US3949627A (en) * 1973-04-25 1976-04-13 Aisin Seiki Kabushiki Kaisha Fluid pressure control system for automatic fluid transmissions
US3951011A (en) * 1974-08-30 1976-04-20 Borg-Warner Corporation Hydraulic control mechanism for planetary transmission
US4139015A (en) * 1975-09-25 1979-02-13 Toyota Jidosha Kogyo Kabushiki Kaisha Hydraulic pressure control device for use in automatic transmission
US4161895A (en) * 1976-09-13 1979-07-24 Toyota Jidosha Kogyo Kabushiki Kaisha Hydraulic control system for automatic transmission
US4296651A (en) * 1978-09-05 1981-10-27 Nissan Motor Company, Limited Automatic power transmission shift valve

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4611285A (en) * 1984-04-05 1986-09-09 Ford Motor Company Method of controlling automatic transmission shift pressure
US4628772A (en) * 1984-09-13 1986-12-16 Honda Giken Kogyo Kabushiki Kaisha Back-up device for an electronic control system of an automatic transmission
US5429560A (en) * 1993-06-28 1995-07-04 Ford Motor Company Valve and hydraulic system for operating a friction element of an automatic transmission
US5921887A (en) * 1996-06-20 1999-07-13 Hyundai Motor Company Hydraulic control system of an automatic transmission
US6079288A (en) * 1999-04-01 2000-06-27 Daimlerchrylser Corporation Gear arrangement and method for selecting gears of an automatic transmission

Also Published As

Publication number Publication date
JPS57120751A (en) 1982-07-27
JPS6411856B2 (enExample) 1989-02-27

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